Euston layout and approaches

[b***@weacca.com]

Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years. I've tried figuring this out from maps and aerial
photos, but I am having trouble making sense of the latter because of
shadows in awkward places.

[MIG]

Post by b***@weacca.com
Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years. I've tried figuring this out from maps and aerial
photos, but I am having trouble making sense of the latter because of
shadows in awkward places.

It's not easy to describe in a few words. Basically, the middle four
platforms at Euston have the more local services (including the third
rail tracks) while the longer distance services have an equal number
of platforms either side.

The lower numbered platforms are on the East side (and tracks head
northwest). The tracks from the lower numbered platforms use various
flyunders and flyovers to join the tracks from the higher numbered
platforms on the southwest side until, just beyond Primrose Hill, all
local services are on the northwest side of the tracks. At that
point, the third rail tracks disappear into single bore tunnels
furthest to the northwest side, and there are two double bore tunnels
starting a bit further on for the slow and fast overhead lines.

It's pretty much impossible to work out just by looking from above,
even if you stand at Primrose Hill, because, for example, one of the
single bore third rail tunnels surfaces out of sight in a flyunder.

The tracks from Camden join both the single bore tunnels and the
"slow" overhead lines.

I give up. You need a diagram.

[MIG]

Post by MIG

Post by b***@weacca.com
Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years. I've tried figuring this out from maps and aerial
photos, but I am having trouble making sense of the latter because of
shadows in awkward places.

It's not easy to describe in a few words. Basically, the middle four
platforms at Euston have the more local services (including the third
rail tracks) while the longer distance services have an equal number
of platforms either side.
The lower numbered platforms are on the East side (and tracks head
northwest). The tracks from the lower numbered platforms use various
flyunders and flyovers to join the tracks from the higher numbered
platforms on the southwest side until, just beyond Primrose Hill, all
local services are on the northwest side of the tracks. At that
point, the third rail tracks disappear into single bore tunnels
furthest to the northwest side, and there are two double bore tunnels
starting a bit further on for the slow and fast overhead lines.
It's pretty much impossible to work out just by looking from above,
even if you stand at Primrose Hill, because, for example, one of the
single bore third rail tunnels surfaces out of sight in a flyunder.
The tracks from Camden join both the single bore tunnels and the
"slow" overhead lines.
I give up. You need a diagram.

Oops typo.

"The lower numbered platforms are on the East side (and tracks head
northwest). The tracks from the lower numbered platforms use various
flyunders and flyovers to join the tracks from the higher numbered
platforms on the southwest side until, just beyond Primrose Hill, all
local services are on the northEAST side of the tracks. At that
point, the third rail tracks disappear into single bore tunnels
furthest to the northEAST side, and there are two double bore tunnels
starting a bit further on for the slow and fast overhead lines. "

[Paul Scott]

Post by MIG

Post by MIG
It's not easy to describe in a few words. Basically, the middle four
platforms at Euston have the more local services (including the third
rail tracks) while the longer distance services have an equal number
of platforms either side.
It's pretty much impossible to work out just by looking from above,
even if you stand at Primrose Hill, because, for example, one of the
single bore third rail tunnels surfaces out of sight in a flyunder.
The tracks from Camden join both the single bore tunnels and the
"slow" overhead lines.
I give up. You need a diagram.

"The lower numbered platforms are on the East side (and tracks head
northwest). The tracks from the lower numbered platforms use various
flyunders and flyovers to join the tracks from the higher numbered
platforms on the southwest side until, just beyond Primrose Hill, all
local services are on the northEAST side of the tracks. At that
point, the third rail tracks disappear into single bore tunnels
furthest to the northEAST side, and there are two double bore tunnels
starting a bit further on for the slow and fast overhead lines. "

Is it correct that the complexity of the track layout described was to allow
for separate arrival and departure sides of the station when using LHCS,
which was taken to sidings between services for cleaning, and in these days
of EMUs am I right in saying the 'sides' of the station are now used for
both purposes?

I suppose it wouldn't require the crossover of local services into the
middle of the station if ever redesigned?, having said that aren't there
suggestions that the DC line routes will be diverted away from Euston by TfL
in due course? Of course removal of the various flyovers and diveunders in
order to simplify the track layout and reduce maintenance costs would be
very disruptive, but OTOH Kings Cross appears to have been somewhat
rationalised over the years, perhaps a future resignalling might lead to
simplification of the layout...

Paul

[BH Williams]

Post by Paul Scott

Post by MIG

Post by MIG
It's not easy to describe in a few words. Basically, the middle four
platforms at Euston have the more local services (including the third
rail tracks) while the longer distance services have an equal number
of platforms either side.
It's pretty much impossible to work out just by looking from above,
even if you stand at Primrose Hill, because, for example, one of the
single bore third rail tunnels surfaces out of sight in a flyunder.
The tracks from Camden join both the single bore tunnels and the
"slow" overhead lines.
I give up. You need a diagram.

"The lower numbered platforms are on the East side (and tracks head
northwest). The tracks from the lower numbered platforms use various
flyunders and flyovers to join the tracks from the higher numbered
platforms on the southwest side until, just beyond Primrose Hill, all
local services are on the northEAST side of the tracks. At that
point, the third rail tracks disappear into single bore tunnels
furthest to the northEAST side, and there are two double bore tunnels
starting a bit further on for the slow and fast overhead lines. "

Is it correct that the complexity of the track layout described was to
allow for separate arrival and departure sides of the station when using
LHCS, which was taken to sidings between services for cleaning, and in
these days of EMUs am I right in saying the 'sides' of the station are now
used for both purposes?
I suppose it wouldn't require the crossover of local services into the
middle of the station if ever redesigned?, having said that aren't there
suggestions that the DC line routes will be diverted away from Euston by
TfL in due course? Of course removal of the various flyovers and
diveunders in order to simplify the track layout and reduce maintenance
costs would be very disruptive, but OTOH Kings Cross appears to have been
somewhat rationalised over the years, perhaps a future resignalling might
lead to simplification of the layout...
Paul

You are correct in thinking that the layout is based on the original concept
of having 'Arrival' and 'Departure' platforms which were separated by the
suburban platforms- this is not a concept confined to the UK, but one which
existed into very recent times at Gare d'Est in Paris, where it had been
retained because of the number of conventional, loco-hauled trains serving
the station. In the case of Euston, main-line services may now arrive on
either side of the station, which can be a pain when meeting/despatching
ageing relatives.
The whole arrangement has been completely redesigned and resignalled within
the last decade to take account of the changing nature of the trains and
services. Most notably, the Up carriage sidings have been reduced to two
roads, whilst neither the Down carriage maintenance shed or Camden carriage
sidings are used to the extent that they were even a decade ago. Given the
complexity of the task during the last remodelling, I suspect we won't see
major changes for many years.
Brian

[Paul Scott]

Post by BH Williams

Post by Paul Scott

Post by MIG

Post by MIG
It's not easy to describe in a few words. Basically, the middle four
platforms at Euston have the more local services (including the third
rail tracks) while the longer distance services have an equal number
of platforms either side.
It's pretty much impossible to work out just by looking from above,
even if you stand at Primrose Hill, because, for example, one of the
single bore third rail tunnels surfaces out of sight in a flyunder.
The tracks from Camden join both the single bore tunnels and the
"slow" overhead lines.
I give up. You need a diagram.

"The lower numbered platforms are on the East side (and tracks head
northwest). The tracks from the lower numbered platforms use various
flyunders and flyovers to join the tracks from the higher numbered
platforms on the southwest side until, just beyond Primrose Hill, all
local services are on the northEAST side of the tracks. At that
point, the third rail tracks disappear into single bore tunnels
furthest to the northEAST side, and there are two double bore tunnels
starting a bit further on for the slow and fast overhead lines. "

Is it correct that the complexity of the track layout described was to
allow for separate arrival and departure sides of the station when using
LHCS, which was taken to sidings between services for cleaning, and in
these days of EMUs am I right in saying the 'sides' of the station are
now used for both purposes?
I suppose it wouldn't require the crossover of local services into the
middle of the station if ever redesigned?, having said that aren't there
suggestions that the DC line routes will be diverted away from Euston by
TfL in due course? Of course removal of the various flyovers and
diveunders in order to simplify the track layout and reduce maintenance
costs would be very disruptive, but OTOH Kings Cross appears to have been
somewhat rationalised over the years, perhaps a future resignalling might
lead to simplification of the layout...
Paul

You are correct in thinking that the layout is based on the original
concept of having 'Arrival' and 'Departure' platforms which were separated
by the suburban platforms- this is not a concept confined to the UK, but
one which existed into very recent times at Gare d'Est in Paris, where it
had been retained because of the number of conventional, loco-hauled
trains serving the station. In the case of Euston, main-line services may
now arrive on either side of the station, which can be a pain when
meeting/despatching ageing relatives.

I wonder if it is possible/practicable that with the increased West Coast
timetable, 3 tph to Birmingham, 3 tph to Manchester etc, they can arrange
things so that different groups of services can use the east and west sides
of the station? Suppose it depends if the West Coast and West Midlands
units are tied to the same routes all day, but maybe there will be scope for
geographical division of some kind?

Paul

[Chris Tolley]

Post by Paul Scott
I wonder if it is possible/practicable that with the increased West
Coast timetable, 3 tph to Birmingham, 3 tph to Manchester etc, they
can arrange things so that different groups of services can use the
east and west sides of the station? Suppose it depends if the West
Coast and West Midlands units are tied to the same routes all day,
but maybe there will be scope for geographical division of some kind?

Against that, it has been discussed in various fora, including this one,
that the current arrangements can be used to minimise delays - with all
the long distance trains being Pendolinos, if the inbound service is
delayed, then the outbound one can be formed of one of the others that
is waiting, and only needs to wait for the crew to walk across from
whichever platform they come in on.

[Steve King]

Post by b***@weacca.com
Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years. I've tried figuring this out from maps and aerial
photos, but I am having trouble making sense of the latter because of
shadows in awkward places.

This is the book you need, it has history and diagrams etc etc.
http://www.alibris.com/search/search.cfm?qwork=4016013&wauth=jenkinson&wtit=the%20london%20and&matches=6&qsort=r&cm_re=works*listing*title

The London & Birmingam
a railway of consequence

David Jenkinson

Capital Transoprt
ISBN 1-85414-102-3


Steve

[Clive D. W. Feather]

Post by b***@weacca.com
Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years.

I'll try.

The layout I'm most familiar with is that controlled by the old Euston
Power Box, from the mid-1960s until around the turn of the century. I'll
work from north to south, and I'll use directions as if the line
actually ran directly north from Euston, rather than curving round to
the west.

Approaching Camden Junction from the north, there are three parallel
tunnels, carrying the Fast lines (on the right/west), the Slow lines (in
the middle), and the DC lines (on the left/east). The first two emerge
just before the junction; the Slow lines have a double junction as they
emerge, with the left branch being the North London Line and the right
branch the Slows. The Up North London Line splits again, the left branch
being the Up Empty Carriage Line. Meanwhile the DC tunnel has descended
to a lower level and splits into separate tracks, with each track then
splitting into two (all still in tunnel). The left arms of each split
head around outside the NLL lines, while the right arms are outside the
slow lines.

So at this point you have, from left to right:
Up Empty Carriage Line - descending into tunnel
Up North London Line Electric - tunnel but rising
Up North London Line - surface
Down North London Line - surface
Down North London Line Electric - tunnel but rising
Up DC - tunnel but rising
Up Slow - descending into cutting
Down Slow - descending into cutting
Down DC - tunnel but rising
Up Fast - rising on to viaduct
Down Fast - surface

As implied above, the Slows descend into a cutting, with the DC lines
merging with them in the cutting. At the same time, the Up Fast flies
over the lot on a viaduct. The north exit of the carriage sidings
connects to the Down Fast at about the same point. Over on the left, the
two NLL Electrics rise from tunnel and merge into the NLL. The two then
pass through Primrose Hill station before heading for Camden Road - we
won't see them again. Finally, the UECL disappears into a tunnel ("the
Rat Hole") which will cross under the other lines.

Returning to the main route, we now have UF, US, DS, DF, Down Through
Siding, and finally sidings in that order. The south exit of the sidings
becomes the Up Engine Line while the DTS becomes the Down Departure.
There are various crossovers between adjacent lines (but none between
the US and DS).

Next the UECL emerges on the right hand side and merges into the UEL,
after which all six lines pass through Park Street tunnels. The UEL then
splits into UEL1 on the right and UEL2 on the left. The Down Departure
and the UEL2 then dive under the four main lines, while the UEL1
connects to the Down Carriage Shed and the four Backing Out Roads. At
the same time, the Up Carriage Sidings appear on the left. So we now
have:

UCSdgs, DD, UEL2, UF, US, DS, DF, UEL1, BOR1, BOR2, BOR3, BOR4, DCShed

Finally, this lot fans out through horribly complicated trackwork into
15 platforms and the Parcels Dock (later converted into platforms
16-18). The "reach" of the lines was:
UCSdgs/DD/UEL2: 1-11
UF/US/DF/DS: all
UEL1/BOR1/BOR2: 5-18
BOR3: 11-15 (not 16-18)
BOR4: 11-18

All lines were AC electrified except the DC and NLLE lines, which were
DC only. From where they merged in cutting, the Up and Down Slows were
dual electrified all the way through the throat and into platforms 9 and
10.

I believe (but don't have documentation to hand) that the major changes
in the recent rebuild were:
- disconnect the north end of Camden Carriage Sidings;
- extra crossovers to allow the lines to be used bidirectionally, with a
consequential renaming to "Line A" ... "Line D";
- the DD and UELs become extra running lines (E, X, Y in some order);
- two of the Backing Out Roads removed;
- layout changes in the throat.

[b***@weacca.com]

Post by Clive D. W. Feather

Post by b***@weacca.com
Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years.

I'll try.

Post by b***@weacca.com
Would someone be able to describe the layout of Euston station. I'm
particularly interested in the normal usage of the platforms, and the
fashion in which the lines sort themselves out between Primrose Hill
Tunnel and the station. I'm also interested in how this has changed
over the years.

I'll try.

Thank you. Your description together with the current pictures from
above make it fairly clear how things worked after the 60s route
modernization. My understanding is that the 1960s rebuilding
resulted in changes at the throat of the station itself, but that the
layout beyond the station throat was substantially unchanged. Before
that (Again, as I understad it) the previous major changes were in the
early 1920s when the new tunnels became available for the DC lines.
Before that, the layout was probably fairly simple, and general
references are probably adequate. For the current layout your sketch
of the changes together with the actual photos are probably
adequate. The 2005 Quail no doubt covers the details.

Post by Clive D. W. Feather
From the replies and other information I have at hand, it seems that

1-7 were used for long distance arrivals, 8 & 11 for outer suburban
services, 9 & 10 for DC services, and the remaining platforms for long
distance departures. It seems that 17 & 18 are currently rarely
used. In the past they were used for parcels and Motorail services.

I'll also try to get my hands on the book Steve King recommended.

Thank you to everyone who replied.

--
Bill

[b***@weacca.com]

Post by Clive D. W. Feather
I'll try.

I spent some time looking at the aerial photos. Obviously they are
of the current layout, while you decribe the pre 2000 layout, but the
description really helps with the interpreation of the features. I
do have a few questions.

1) It seems that the country end of the rathole is no longer connected
to the lines out of the tunnel. Is this possible?
2) Did the rathole finally emerge south or north of the canal?
3) It looks like the final diveunder (of the DD and UEL2) may have
been singled. Does this sound believable?
4) What platforms do the sleepers use?

For anyone who is interested, H.P. White in his London Volume of the
Regional History of the Railways of Great Britain says that in 1962
(i.e. just before the 60s rebuilding) Euston's platforms were used as
follows

1-3 main line arrivals
4,5 electrified [i.e. DC lines]
6 both arrivals & departures [presumably of outer suburban trains]
7 (the Kensington) and 8 were too short except for the occasional
Tring local or parcels.
9, 10, 11 mostly parcels
12-15 main line departures.

It is worth remembering that in the runup to the modernization
services were moved away from Euston to minimize disruption.

--
Bill.

[t***@davidhwild.me.uk]

Post by b***@weacca.com
1) It seems that the country end of the rathole is no longer connected
to the lines out of the tunnel. Is this possible?

It isn't connected at either end, and there is a building in the way at the
Euston end.

Post by b***@weacca.com
2) Did the rathole finally emerge south or north of the canal?

South - Euston, on the down side.

[Clive D. W. Feather]

Post by b***@weacca.com
1) It seems that the country end of the rathole is no longer connected
to the lines out of the tunnel. Is this possible?

It's been completely closed - did I forget to mention this?

Post by b***@weacca.com
3) It looks like the final diveunder (of the DD and UEL2) may have
been singled. Does this sound believable?

So it seems from Quail.

[Mr Thant]

On this topic, what purpose does the "<- Euston Station 1 mile" sign
serve? I think it's the white streak here:
http://maps.google.co.uk/maps?q=51.539225,-0.149088&t=k&z=19

U

--
http://londonconnections.blogspot.com/
A blog about transport projects in London

[Paul Scott]

Post by Mr Thant
On this topic, what purpose does the "<- Euston Station 1 mile" sign
http://maps.google.co.uk/maps?q=51.539225,-0.149088&t=k&z=19

Exciting option:
Test brakes now cos its down hill to the buffers?
Mundane option:
Just a reminder for the passengers to get ready to get off...

Paul S